Clutch



Aug; 2,, 19%. T. B. TYLER 2,052,429

CLUTCH Filed June 1, 1932 4 Sheets-Sheet 1 INVENTOR ATTO RN EYS W 1-. B. TYLER mmz I CLUTCH Filed June 1, 1932 4 SheeiS-Sheet 2 ZUSZAZ T. B. TYLER Aug; 25, 3.93%.

CLUTCH 4 Shets-Sheet 5 Filed June 1, 1932 ATTORNEYS T. B. TYLER r m 1m. 2 m 136.,

CLUTCH 4 Sheets-Sheet 4 Filed June 1, 1932 ATTO RN EYS NIT'ED 2,05%,t2ii

church Tracy Brooks 'i'yler, Detroit, Mich... assignor to The Monopower Corporation, Detroit, Mich, a corporation of Michigan Application time ll, 1932, Serial No. cris s 2 Claims.

This invention relates to clutches, particularly to fluid clutches. The principal objects of the invention are to provide novel forms of clutches adapted for use with automotive vehicles, indus- 5 trial machinery, etc.

Still further objects of the invention will be-- come apparent upon reference to the followin detailed description of embodiments of the invention and to the appended drawings, in which Figure 1 shows in conjunction, a novel fluid clutch and a novel fluid pump, in lonigtudinal 'vertical section;

Fig. 2 is a transverse section as if on line 2-2 p of Fig. 1, the clutch parts being shownin driving relation; Fig. 3 is a fragmentary transverse section showing clutch parts in non-driving relation;

Fig. 4 is a section of the novel pump as if on line 4-4 of Fig. 1;

Fig. 5 is a fragmentary perspective view of a driving vane or interceptor; Fig. 6 is a longitudinal vertical sectional view of another novel fluid clutch;

Fig. 'l is a section as if on line I-l, Fig. 6,

25 the clutch parts being shown in non-driving relation;

Fig; 8 is fragmentary transverse section showing clutch parts in driving relation;

Fig. 9 shows part of a vane actuator rod, in

" perspective;

Fig. 10 shows part of a vane or interceptor, in perspective;

Fig. 11 is a longitudinalvertical section of still another novel fluid clutch; Fig. 12 is a. similar view but withparts shown in elevation; and

I Figs. 13 and 14 are-fragmentary sectionvviews as if in the direction of the arrows I3-|3, and 14-44- of Fig. 12.

larly to Figs. 1-5,,it will be seen that the clutch shown in these figures includes a driving shaft l projecting into the clutch housing ll through a transverse wall l2, the shaft being coupledto the engine crank shaft in a suitable manner and having a fly wheel M on the engine side of the wall I2. Through a clutch proper, whose parts are to be described, the driving shaft I0 is adapted to be connected for driving to-the trans- 50" mission drive shaft IS, the latter projecting through a transverse wall l6 of the transmission casing 11, this wall, however, since it forms an end plate for the clutch housing ll, being regarded as a clutch housing wall. The aperture 55 in the clutch housing walls through which shafts Referring to the drawings, and more particu- (oi. roe-5s) Preferably, though not necessarily, integral with one of 'the'shafts, namely the shaft ill, is a web 20 having a thick walled casing or shell 2!, which in theembodiment shown forms the driving 'p'arts'oi' the clutch. Splined on the end of the other .shaft, namely the driven shaft i5, is a rotor 22, disposed in the shell 2| and abutting the web 20. The rotor may be and is shown as truly circular in cross section, and the cross sectional space in the shell is shown as oval, providing sealing faces at 23. Sealed spaces or pockets 24 are thus provided between the rotor and the shell, these being constantly supplied with driving fluid by a low and constant pressure pump whose construction will now be described.

Thecasingfurther has bolted thereto, by bolts 2Ba, a retaining plate 25 which retainsthe rotor in the casing. I

.The novel pump includes a stationary casing '26 secured to the wall l2 and containing a rotor 28 keyed to the shaft I 0, the rotor having sliding vanes 29.-which-slide and rotate in the eccentric chamberflll within the shell 26 as the rotor ro- 30 tates. -'.A conduit 30a having its lower end in the body of fluidwhich partially fills the clutch casing and-' having .its upper end opening into .the pump chamber 30 forms the inlet for the pump. The outlet of the pump includes-a passage or bore 32connecting the chamber 30 with i I a radialpassage 33 in the casing 26', this last mentioned passage being adapted to be registered with the radial bore 34 formed in the drive shaft l0 bymeanstof an annular groove 35a therein.

An axial bore 34a in the shaft I0 connects bore 34' with a radial passage 35 in the web 20, and passage 35 is connected to the spaces 24 in the shell-through,a longitudinal passage 36 and a radial port 3'1, substantially as shown. The pump 5 has an end plate 40 which is held thereon by compressionsprings M surrounding the stationary pins 42 threaded into the stationary pump casing 26, the end plate being movable, under fluid pressure in the pump, and against the influence of the springs 4|, and thus serving as a means to prevent too great a pressure being built up within the pump, by allowing all excess fluid to escape. in any volume, by opening the whole side of the pump casing.

Mounted to slide in radial grooves in the rotor 22 are a plurality of driving vanes or interceptors 50 which are adapted to be projected into the spaces 24 by coiled compression springs 5|. The driving vanes when projected, as in Fig. 2, serve to create a driving connection between the rotor and the shell through the medium of the fluid in the sealed spaces 24. The vanes may be retracted, against the influence of the springs 5! by a plurality of slidable actuators 54 passing through the rotor 22 and having pins 55 adapted to engage the sloping surfaces 56 forming one side of the slots 51 of the vanes. It will be seen that when the actuators 54 are advanced by means to be described, towards the right (Fig. 1) they cause the vanes to be retracted. Conversely, when the actuators are retracted towards the left, Fig. 1, they permit the vanes to be projected.

The means for operating the actuators 54 includes a collar 58 surrounding and loosely mounted on the driven shaft l5, the collar being constantly biased toward the left by a. compression spring 59, surrounding shaft l5 and disposed between the rotor 22 and the collar 58. The collar 58 may be moved against the influence of the spring by a ring 60 connected to and operated by a yoke til, the latter being fixed to a transverse shaft 62 which in turn is externally connected to a clutch actuator, indicated diagrammatically as a clutch actuating pedal 63. It will be observed that when the operator depresses pedal 63 the actuator collar 58 will be advanced and the vanes will be retracted. Conversely when pedal 63 is released by the operator, spring 59 will move the actuator parts towards the left permitting the vanes to be moved outwardly.

In order to control the clutch, there are provided plungers 10 connected to the actuator collar 58 by a ring H. These plungers have annular grooves 12 which, when registered with aligned ports 13 and 14 formed in the shell, vent the fluid therein. The heads 15 of the plungers, when registered with the ports 13-14, prevent such venting and seal the fluid in the clutch.

The operation of the clutch will now be described:

When pedal 63 is depressed, plungers 10 are advanced and the fluid in the shell is vented, after which the vanes are readily retractable. When pedal 63 is permitted to return, the vanes are first freed to advance, and then the plunger heads I5 will close ports 'I3--'I4 to establish a driving seal, this being accomplished smoothly and gradually.

It will be observed that the driving connection is primarily controlled by the movement of the plungers 10, but it may be considered that the movement of the vanes also controls the connection. v

In order to prevent too great a fluid pressure from being built up near the seals 23 of the sealed spaces 24 when the clutch is engaged, reliefs near the sealing portions 23 are provided, these reliefs serving to by-pass the vanes as they approach the sealing portions and relieving the increased pressure that would otherwise be built up at these points in the spaces.

The construction disclosed since it looks the fluid between the seals 23 for clutch connection prevents the driving fluid from flowing when the parts are in driving relation and thus prevents emulsiflcation and heating of the fluid, this being also true when the vanes are retracted, as will be brought out later.

It will be observed that since the clutch actuating spring 59 is used only to return the clutch parts to engaged position, and does not operate to maintain them in engagement, as is the case with many types of clutches, the spring 59 need not be as heavy or strong as would otherwisebe the case, and may well be no more than a relatively light spring. Accordingly, the pressure required to release this clutch is not so great as that required for other pressure clutches of similar capacity.

It will also be observed that the sequence of engagement operation permits the clutch to be controlled ultimately by the large ports 13-14 and the heads of plungers 10. Since the heads close the ports gradually, clutch engagement will be established smoothly and gradually.

Further, while the interceptors or vanes, in a sense, control clutch action, they do not, in the preferred mode of operation exercise the ultimate control over clutch action that is exercised by the plungers. For this reason, the projection and retraction of the vanes need not be controlled.

Further the reliefs or ports 13-16 are, as shown, close to the seals 23 so that complete relief of the fluid in the pockets of the clutches may be effected. The reliefs are on both sides of both seals, so that the action is not affected by the relative direction of rotation between the shell and rotor. The reliefs 80 are near the seals 23 of sealed spaces 24, these being the points of greatest pressure in the clutch.

Further, the vanes are held retracted, during I clutch disengagement, so as not to cause churning, emulsiflcation or heating of the fluid flowing through the clutch from inlet 36 to outlet 13, and so as not to rattle or wear, during clutch disengagement. This action, as observed, is of material importance in rendering the clutch more silent and more eflicient, than other types of clutches, particularly fluid clutches, wherein churning of the fluid causes heating and emulsiflcation thereof, at some time.

Further, the vanes 50 and sealing points 23 are so spaced about the rotor that both of the sealing points 23 can be acted upon by the vanes for driving at all times.

Further, if we regard two of the vanes, at any one time, as working vanes, it will be seen that these are not in the same position relative to their sealing points at any one time. Accordingly, the increased pressure being created by one vane on the fluid between it and its sealing point is compensated for by the compensating area exposed to the other of the two working vanes.

Further, the inlets 36 open into the no-pressure part of scaled spaces 24, whereas the reliefs or outlets l3 connect with the sealed spaces at their highest pressure parts.

Further the centriflgal forces on the vanes tend to enhance the desirable seal between their ends and the casing wall.

Further the clutch is so constructed that there is no tendency towards axial separation of the shafts I0 and I5.

Referring to the pump, it will be observed that the entire side wall 40 thereof, is moved, on the arising of excess pressure therein, to relieve the pump and that due to the area of the plate 40, the relief is unrestricted and instantaneous, regardless of the volume of fluid to be discharged for relief.

In Figures 6 to 10 there is disclosed. a clutch aoaarw Referring to these figures, it will be seen that.

the clutch includes a driving shaft I00 whose end is received within the cupped end IOI of a driven shaft M2, the shaftsbeing thus journaled on each other.. Formed integral withthe driven shaft is a casing 903 having a -web- I00 and also having a plurality of radialslots I05 in its annular portion, these being capped by plates I00 secured to the web by screws IN. A rotor M00, splined to the driving shaft 000, is retained in the casing by an end plate I00, secured to the shell or casing by bolts M0 passing therethrough parallel to the axis of thejshafts.

In the radial slots H05 are freely slidable radial vanes or interceptors M2, urged inwardly by coiled compression springs H3, disposed in bores N0 of the vanes. and abutting the caps I05. The vanes may be held from-being projected by the springs, by rods Mb slidable through the shell and the plate W0 and adjacent the slots 005. These rods have V-shaped notches I I0 adapted to cooperate with the V-shaped lugs Ill of the vanes. It will be observed that when the notches H0 are in line with the lugs Illthe vanes may be projected inwardly by the springs I I3. When the rods are moved from such'positions, the sloping portions of notches H0 will act on lugs Ill,

whereupon rods M5 will retain vanes II2 retracted, with the lugs resting upon the upper surface of the rods.

For reciprocating the rods there are provided means including a grooved collar I to which the ends of the rods are secured, the collar being slidable over an enlarged portion I2I of the shaft against the influence of a clutch spring I22 by a clutch throwout fork I23, yoked thereto as indicated at I 24, the fork being connected to a cross shaft I25 which maybe actuated in any desired manner.

Axially of the shaft I00 is a conduit I leading from a suitable low pressure pump prefer: ably of the construction shown for the pump of Figs. 1 to 5. The conduit I30 is closed at its inner end by a plug I32, and is provided with radial ports I33 passing through the shaft and into registry with radial ports I30 of the rotor I08. These ports in turn discharge into the large part of the crescent-shaped spaces I35 provided between the casing or shell I03 and the elliptical rotor I08, the spaces being sealed by the sealing portions I30 of the rotor, as indicated in Fig. 7.

It will be observed that the rotor I00 is provided with reliefs I31 adjacent the sealing portions I36 which reliefs prevent excessive pressure being built up near the seals of the crescent shaped sealing spaces or pockets I35, when clutch engagement is effected or being effected.

For controlling the clutch there are provided plungers I40 also secured to the clutch throwout collar I20 and having heads I and grooves I42 adapted selectively to control the communication between the aligned portions of the ports I43 of the casing, the plungers operating like those of the clutch of Figs. 1 to 5. o

The operation of the clutch of Figs. 6 to 10 will readily be understood a'nd need not be specifically mentioned-at this time. It will, how-- ever, be observed that the clutch of Figs. 6 to 10 possesses many of the advantages inherent to the clutch of Figs. 1 to 5.

The clutch of Figs. 11 to, 14 differs essentially from those previously described in that the vanes or interceptors are arranged to move axially,

rather than radially. Because the vanes move axially the clutch of Figs. 11 to 14 may be made more compact and of smaller diameter thanv those previously described.

form of clutch includes a driving shaft 200 formed with anenlargement or .flange 20f between which, and-a-plate 202 secured against a shoulder 203 of the shaft by a nut 204, isa rotor 205 adapted to run freely on the shaft 200. Adjacent the end of the driving shaft 200 is a driven shaft 207=journaled as shown in an inde-@ pendent bearing .200 and free of shaft 200, though it may be piloted thereon through splines 209,

in the rotor, all other parts of the shaft'200 being otherwise free of the shaft 20H.

The rotor 000 is provided with a series of axial slots 250 spaced about the periphery thereof, and opening to the periphery and to the side or face wall 2III| of the rotor, between which side wall and the flange 20f spaces are sealed by the sealing portions 2i 3 remaining on the flange 200, these portions abut-I ting and engaging the side 2M of the rotor and also being provided with excess pressure reliefs are actuate spaces 2I2,. formed by recesses cut out of flange 20L These 2M. Disposed within the slots 2i0 are axially I slidable vanes 2I0 adapted'to be forced into the spaces 2B2 by compression springs 2I9 abutting the rotor 205.

Enclosing the vanes, the rotor and the flange 20I is a casing or shell 220 secured to the rotor by pins 22|I so as to be non-rotatablewith respect thereto. This casing is provided with an annular row of holes 222 in which are disposed balls 223 adapted to mate with recesses 220 in the outer surfaces of the vanes 2I0.

For controlling the clutch there is provided a control sleeve 225 formed integral "with the clutch throw-out collar 226 connected to the yoked end of a clutch fork 221 mounted upon a shaft 228 in the conventional manner. A spring 229 opposes disengagement movement of; the parts. The sleeve 225 is provided with an an nular internal groove 230 adapted to form a relief for balls 223 which control the clutch vanes.

For supplying fluid to the spaces 2I2 the shaft 200 is provided with an axial conduit 230 into which fluid is supplied by a suitable low presspaces throughla series of radial ports 231. For

venting or relieving the spaces 2 I2 of fluid there are provided a plurality of ports 23!! in the casing 220. I

The operation of this form of clutch will now be described.

The parts as shown are in non-clutching I sition, fluid from the spaces being vented through When a clutch engagement is to be established,

the control sleeve is moved to the right by the spring 229, on release of the clutch throw-out fork, until groove 230 aligns with balls 223,

whereupon these balls move outwardly, releasing sure pump, and the conduit opens into the sealed the vanes 2|! and permitting them to be advanced into the spaces 2l2, then unsealed, by the springs 2li!. Further movement of the control sleeve 22b gradually closes the ports 238 and gradually seals the spaces 2l2 so that the fluid therein is rendered immobile. The vanes or interceptors, projecting into these fluid fllled spaces, eflect a clutch action through the medium of the fluid in these spaces.

When clutch engagement is to be destroyed the control sleeve 225 is moved to the left by i'ork 221, first relieving the spaces 2 almost instantaneously, through the uncovering or the ports 238. When the spaces arethus relieved, the flange 20! will move with respect to the rotor 205 and the camrning portions Min of the seals 2|! will engage the ends of the projected vanes to force these vanes back into the slots 2l0. By this time, control sleeve 225 is moved far enough to the left to move the groove 2 away from the balls 223 and these latter are then projected into the path of the vanes 2, so that the vanes, when retracted by the camming portions 2l3a, will be locked back in the slots 2H! by the balls seating in the recesses 224, of the spring tongues 229a.

The clutch of Figs. 11 to 14 possesses many of the advantages of the clutch previously described and further possesses important advantages inherent to it alone. It will be observed that clutch engagement does not tend to separate or create endwise separating thrust between the driving and driven shafts. This is true because of the fact that all of the clutch parts are mounted on one oi the shafts and the only connections between the parts and the other shaft is in the spline at 2".

What I claim is:

1. A clutch for connecting driving and driven members, said clutch comprising a casing connected to one of said members. a rotor connected to the other of said members, a fluid medium for the space between said rotor and easing, means for introducing the fluid medium into the space, vanes adapted to be projected into and retracted from said fluid, said vanes being formed with inclined portions, longitudinally movable actuators adapted to engage said inclined portions to retract said vanes. said casing having a plurality of ports for exhausting said fluid, and means connected to said actuators and adapted to open said ports when said vanes are retracted.

2. A clutch for connecting driving and driven members, said clutch comprising a casing connected to one of said members, a rotor connected to the other of said members, a fluid medium for the space between said rotor and casing, means for introducing the fluid medium into the space, vanes adapted to be projected into and retracted from said fluid, movable actuators 'coperating means on said vanes and actuators whereby movement of said actuators retract said vanes, said casing having a plurality of exhaust ports, and means connected to said actuators and adapted to open said parts when said vanes are retracted.

TRACY BROOKS 'Zi'lllZ-Elt 

